LNG systems for natural gas propelled ships Jaroslaw Polinski, Maciej Chorowski, Pawel Duda, Janusz...

LNG systems for natural gas propelled ships

Jaroslaw Polinski, Maciej Chorowski, Pawel Duda,

Janusz Skrzypacz

Wrocław University of Technology, Poland

Cryogenic Engineering Conference (CEC 25)Tucson, AZ, USA – June 28- July 02 2015

Outline

• Problem’s background• Dual fuel engines• Marine LNG tanks• Gas fuel system overview• Samso Ferry fuel gas system• Conclusions

Emission Control Areas (ECA)

DNV-GL

Emission limits in ECA

20002011

2015

Sulphur content in fuel

Sulphur content in fuel

L. Laugen, An Environmental Life Cycle Assessment of LNG and HFO as Marine Fuels, NTNU, Trondheim

Fuel alternatives for ECA

P. SEMOLINOS, „LNG as bunker fuel: Challenges to be overcome”, TOTAL Gas & Power

Outline

• Problem’s background• Dual fuel engines• Marine LNG tanks• Gas fuel system overview• Samso Ferry fuel gas system• Conclusions

Dual fuel engines

• High pressure type - Diesel cycle– gas is injected after oxidant air compression– mixture in ignited by pilot liquid fuel (diesel) injection– supplying gas pressure: 250÷300 bar– oil fuel only when operating below 15-20 % of the engine load

– problem with high emission in the ports or close-to-shore areas

• Low pressure type - Otto cycle– gas and oxidant air are mixed before the mixture

compression– pilot fuel for mixture injection (as in HP engines)– supplying gas pressure: 5÷7 bar– low emission at low engine loads– risk of unintended (knocking) ignition – max 80% of full load if

engine works in the gas mode

Outline

• Problem’s background• Dual fuel engines• Marine LNG tanks• Gas fuel system overview• Gas utilization systems overview• Samso Ferry fuel gas system• Conclusions

LNG vessel types

Membrane tanks• non-self-supporting• consist of a thin layer

(membrane) supported through insulation by the adjacent hull structure

• MAWP < 0.25 barg• if the hull structure is of

proper design MAWP < 0.7 barg

• capacity: 100 ÷ 20 000m3 • high production costs

LNG vessel types

Independent A-type• designed using classical

ship-structural analysis procedure

• are required to have a full secondary barrier

• MAWP < 0.25 barg• if the hull structure is of

proper design MAWP < 0.7 barg

• capacity: 100 ÷ 20 000m3

LNG vessel types

Independent B-type• similar to A-type tanks• are designed using

model tests, sophisticated analytical tools and analysis methods to determine stress levels, fatigue life and crack propagation characteristics

• are required to have a partial secondary barrier

LNG vessel types

Independent C-type (pressure vessels)

• MAWP > 0.7 barg• usually cylindrical shape

• presently capacity: up to

500-600 m3 • future capacity: up to 2000 m3 • relatively cheap• small hull volume fulfillment ratio• can be installed in the new-building

and for upgraded existing ships

Outline

• Problem’s background• Dual fuel engines• Marine LNG tanks• Gas fuel system overview• Samso Ferry fuel gas system• Conclusions

Fuel gas systems schemes

• Non-pressure vessels (membrane type, A-type and B-type tanks)

– LNG centrifugal pump– LNG evaporated and

warmed-up in the VAP with water-glycol (WG) brine

– Pressure pulsation dumper (PD) is required

– Low exploitation costs– High installation costs

WG

VAP

PD

MAWP = 0.7 bar gOper. pres. < 0.7 bar g

Gas to enginep= 5÷7 bar g

LNG Pump

Fuel gas systems schemes

WG

VAP

PD

MAWP = 10 bar gOper. pres. 5-7 bar g

WG

PBU

Gas to enginep= 5÷7 bar g

• Pressure vessels with gravity-based PBU

– Pressure in the tank produced in pressure built-up unit (PBU)

– Pressure in the tank compatible with low-pressure engine requirements

– Lack of the mechanical gas compressors

– Simple and reliability design

WG

VAP

Gas to enginep= 5÷7 bar g

MAWP = 10 bar gOper. pres. 5-7 bar g

WG

PBU

LNG Pump

Fuel gas systems schemes

• Pressure vessels with forced flow thought PBU

– LNG pump for PBU– Whole LNG evaporated

in the PBU (larger size)– VAP for gas warm-up

only (smaller size)– PD is no necessary

WG

VAP

PD

MAWP = 10 bar gOper. pres. 5-7 bar g

WG

PBU

Gas to enginep= 250÷ 300 bar g

Compressor

Fuel gas systems schemes

• Systems for high-pressure engine

– Whichever previously discussed scheme is used here the multistage gas compressor after VAP is necessary

Outline

• Problem’s background• Dual fuel engines• Marine LNG tanks• Gas fuel system overview• Samso Ferry fuel gas system• Conclusions

Samso Ferry – LNG dual-fuel ship

Shipowner : Samso Kommune (DK)

Ship manufacturer: Remontowa Shipyard Ltd.

(PL)

LNG Fuel System:• Design: Wroclaw University of Technology (PL)• LNG Tank production: FUO Rumia Ltd. (PL)• Cold-box and auxiliaries production:

KrioSystem Ltd. Wroclaw (PL)

Classification society: DNV-GL (N, PL)

Samso Island

Simplified P&ID of samso Ferry fuel gas system

TT FTPT

Bunkering station

Tank Connecting Space

Tank Storage Room

VAP

PBU

WG

WG

Gas to engine

LNG Tank

To Vent Mast

LNG from ext. station

Vent Line

Tank safety and vent system

Bunkering Line safety and vent

system

PT

LT

Vacuum Insulation Gas-fired Water Boiler

LNG Tank under construction at Remontowa LNG System Ltd, Poland (former FUO Rumia)

LNG tank connection space under construction at KrioSystem Ltd, Poland

LNG tank with integrated TCS – transport to the ship

LNG tank with integrated TCS – view from the ship tank room

Outline

• Problem’s background• Dual fuel engines• Marine LNG tanks• Gas fuel system overview• Samso Ferry fuel gas system• Conclusions

Conclusions

• LNG is the most prospectus marine fuel in Emission Control Areas

• The selection of the fuel gas system should be made in respect of:– ship size, design and application– gas engine type– expected sailing range in the gas mode

• WrUT in cooperation with Polish industry have developed, designed, produced, installed and successfully commissioned the first Polish fuel gas system for ship’s propulsion purpose

LNG TANK you for your attention